Motorcycle Monthly - March 2019 - Preview

YOUR GET UP TO SPEED

THE WORLD’S

BIGGEST SHSPY OT

BIKING MONTHLY!

Triumph’s 2020

RIDDEN

SCREAM IF YOU WANT TO GO FASTER!

Riding the 1992 Yamaha TZR250 3XV

March 2019

#153

HERE IT IS!

FU TE TUR CH E

Rocket III caught

234bhp 16,500rpm 193kg MotoGP WINGS

Shoei unveils LI F 40 E AT

SMART helmet

Beware the rise of the SMART UK motorways Government turns on clever road that watches EVERY road user, 24 hours a day, 7 days a week

ROSSI opens up

On his 2019 plans

A new set of always-on permanent speed cameras has been introduced to smart motorways across the UK’s major road network – and motorists could now be handed fines at any time of the day or night, even if there isn’t a visible speed limit displayed overhead. >More on page 4

2 

NEWS 3

SPY SHOTS

Want your motorcycle news FIRST, FRESH and FREE? Then make your essential, one-stop website.

Get up to speed. Every single day.

Flying high

Tech firm Hoversurf has now put its prototype flying motorcycle on sale.

You can own a flying bike for $150,000 (around £120,000) but you’ll have to pay a compulsory $10,000 (around £8000) for a three-day flight training course in California, too.

It IS rocket science!

Well, almost. What we have on show here is the next generation Rocket III muscle cruiser from Triumph a long time ahead of when the British factory actually wants you to see it...

Words: Ross Mowbray Here’s the biggest secret from Triumph for the 2019/2020 season – an all-new Rocket III that’s been re-designed from the ground up.

Caught undergoing consumption tests by our super spy snapper, you can see all the detail on the new bike that is being introduced alongside the next raft of Euro5 emissions standards.

The previous generation Triumph Rocket disappeared from the iconic British brand’s line-up at the end of 2018, thanks mostly to its

inability to meet current Euro4 standards – but thanks to these incredible spy shots we now know that there’s a new version of the huge three-cylinder cruiser in the works and nearly production ready for later this year.

At this stage we don’t know a huge amount about the new bike’s technical information. The next generation Rocket could use a revamped, Euro4-approved version of Triumph’s 2294cc three-cylinder powerplant that’s held its position as the largest production motorcycle engine in the world, since the Rocket III first appeared in 2004. But, if the rumours leaking out of middle England are correct, the Rocket will be powered by an all-new 2500cc powerplant and kick out even more power than the old bike’s 148bhp best (the new model is expected to be kicking out around 170hp).

As you might expect, many of the new bike’s key components share lineage with those of the original, cruiser-style Rocket III from 15 years ago – but with its single-sided swingarm, monoshock

Yamaha’s KNITTEN!

rear suspension, upside-down forks and radial Brembo calipers, there’s also more than a slight resemblance to Ducati’s Diavel.

Given how left behind the Rocket III has been by the dominant Diavel, it’s no bad thing for the British bike to ape the Italian one in certain angles and motorcycle parts and it makes sense too, considering that Triumph used the successful Italian machine as a benchmark for its new Rocket, and did a lot of testing between the new Rocket III and the current Diavel at its R&D facility.

Twin, round headlights dominate the bike’s front end and ape previous versions of the Rocket III. The bike photographed undergoing tests comes with relatively high and short seat unit and, like the Diavel, the new Rocket’s licence plate and rear indicators sit on a bracket mounted on the swingarm.

World unveiling

At this stage we’ve had no official news from Triumph about when the bike will actually appear – but considering its appearance at the international dealer conference back in October 2018, we reckon that there’s a very good chance the updated cruiser will be unveiled to the world as early as this summer and be part of the 2019/2020 model year. ​ otor Cycle Monthly, Media Centre, M Morton Way, Horncastle, Lincolnshire LN9 6JR Tel: 01507 529529

THE WORLD’S

BIGGEST BIKING MONTHLY!

Editor Tony Carter E​ ditorial design Fran Lovely Publishing director Dan Savage Publisher Tim Hartley Email editorial@motorcyclemonthly.co.uk Production editor Dan Sharp

Picture desk Paul Fincham and Jonathan Schofield Group advertising manager Sue Keily Divisional advertising manager Zoe Thurling 01507 529412 Advertising Lee Buxton 01507 529453 Emma Knott 01507 529583 Advertising deadline for April issue February 28, 2019 Distribution 01507 529529 Marketing manager Charlotte Park

Commercial director Nigel Hole Customer services number 01507 529529 Telephone lines are open Monday-Friday 8.30am-6pm, Saturday 8.30am-12.30pm Call 01507 529529 or visit classicmagazines.co.uk/MCM or email help@classicmagazines.co.uk Motor Cycle Monthly is published monthly on the third Friday of the month by Mortons Media Group Ltd and printed by Mortons Print.

Subscribe to MCM and just pay the postage!

Amigurumi, the Japanese hobby of knitting or crocheting from wool, has now reached out to Yamaha’s Niken three-wheeler. Ever a factory to promote such things, Yamaha has now made the plans and even video tutorials available for those who want to turn several balls of wool into a model of a three-wheeler MT-09.

Search ‘Knitten’ on MoreBikes.co.uk

Pedrosa goes snap

Dani Pedrosa has kicked off his 2019 with a painful trip to the hospital.

The Spanish rider has a complex double stress fracture of the right collarbone. Because it’s been broken so many times before, the collarbone is weakened and prone to break and Dani snapped it this time without even falling off a bike! The result: no KTM test sessions for a month.

MCM recommends bikesafe.co.uk

Independently proven pick up: 67,717 copies

4 NEWS

WATCH YOUR SPEED New smart motorways that never switch off are here Words: Ross Mowbray A new set of permanent speed cameras has been introduced to smart motorways across the UK’s major road network , which means that motorists could now be handed fines at any time of the day or night, even if there isn’t a visible speed limit displayed overhead.

The cameras, which are switched on 24/7, were thought only to snap motorists that were caught breaking a limit that’s flashed up on the signs.

According to The Derby Telegraph, however, motorists could also be penalised for going over 70mph on some smart motorway sections of the M1 – even when the roads are clear.

The new cameras are in operation on a stretch of motorway near East Midlands Airport, between junctions 23a and 24, has four lanes, a hard shoulder and will use variable speed limits. The M1 is just one of a number of stretches being converted into smart motorways, alongside the M6, M25, M3, M20 and M5.

If you’ve not seen one yet, the smart motorways use overhead gantries to control traffic flow by changing speed from the national speed limit down to 30mph if there’s traffic ahead. The hard shoulder can also be made into a live lane at peak hours, and drivers can even be fined £100 if they ignore the Red Xs overhead, too.

Equally, with speed camera enforcement a local police matter, it’s up to local forces to decide whether

Want your motorcycle news FIRST, FRESH and FREE? Then make your essential, one-stop website.

Rumour to reality for the Royal Enfield Himalayan 650

the smart motorway cameras in their area operate 24/7, and how strict they want to be about the speed limits.

Derbyshire has enforced a strict 70mph rule, and it’s fairly likely that other forces beyond Derbyshire will adopt the same rules.

Acoording to a spokesman for Highways England: “If no special speed limit is displayed, then the national speed limit applies. A speed limit displayed inside a red circle is legally enforceable. If you don’t keep to this speed limit, you are breaking the law. Speed cameras are in operation on smart motorways.

If you don’t keep to the speed limit,

you may receive a fine.”

The standard fine for being caught speeding is £100 and three points.

For more serious offences, the punishment can skyrocket to £2500 if your case is taken to court.

Darren Roberts, manager of the Casualty Reduction Enforcement Support Team (CREST) for Derbyshire Police, told the Derby Telegraph that the cameras aren’t just there solely to generate revenue from drivers.

“The cameras are not there to generate money,” he said. “They are there to catch speeders, get reckless drivers off the roads and ultimately lead to a reduction in collisions.”

Japanese artists get busy This is what they reckon the new Hayabusa will look like when it eventually appears from Suzuki We know it's not going to happen until next year, but there is a new Suzuki Hayabusa on the way.

We've had reports of the

next generation hyperbike arriving with a turbo fitted, a supercharger fitted, or nothing fancy fitted at all... in fact, there's a myriad of patents from Suzuki, which show the super-fast motorcycle being put through a host of options.

Whilst the fancy money is on a supercharged option, which would place the big bike in the same competition sector as the current Kawasaki H2 SX, we do know that the actual finished option from Suzuki will still look like a Hayabusa.

So, in essence, it will keep the swoopy lines, it'll look very fast - even at a standstill - and aesthetically it's not going to

stray too far from the outgoing model of the Hayabusa (pictured, left in blue along with Suzuki's own 'possible' model shape for a fast motorcycle in the near future).

If the new bike looks anything

like this amazing computergenerated image from our Japanese friends at top magazine Young Machine, then we'll be happy.

We’ll be even happier if it has that super charger fitted.

Rumours circulating in the Indian motorcycle media suggest that there’s a more powerful, 650cc variant of the Royal Enfield Himalayan on the way in the not-too-distant future.

Siddhartha Lal, CEO of Royal Enfield, said that the manufacturer was working on a more powerful Himalayan back in 2017. Now rumours are swirling that it’ll be released as soon as next year. It’s an obvious next step for the growing brand, which recently unveiled its Interceptor 650 and Continental GT 650 powered by its newly developed 650cc twin-cylinder engine.

The current Himalayan comes with a 411cc, single cylinder, four-stroke unit, which produces around 24.5bhp of peak power and 24lbft of peak torque, and although many owners are happy with the current engine’s specifications, some punters felt it was a little underpowered for more serious adventures. The recently introduced 650cc parallel twin unit produces 47bhp at 7,100rpm and 38lbft of torque at 4,000rpm, which is a healthy step forward for the midcapacity adventure machine, and should help to make the Himalayan even more capable.

The primary reason that it’s not made an appearance already is that Royal Enfield is currently working to meet upcoming new emissions standards and safety regulations, which kick off in April 2020. With the date fast approaching, however, we reckon it’s likely we’ll see the new RE Himalayan 650 at the big bike shows towards the end of this year.

NEWS 5

Kawasaki trademarks Meguro name Japanese factory continues its swing towards even more retro-modern bikes

Kawasaki has filed a new trademark application with the European Union Intellectual Property Office, and it’s looking like the Japanese factory will be adding another modern retro machine to its stable. This time, it’ll be called the Meguro.

It doesn’t come as a massive surprise that Kawasaki is looking to make the most of its rich heritage. The modernretro motorcycle market has increased in recent years, with the likes of Triumph, Honda and Suzuki re-imagining a selection of its iconic machines of yesteryear for the present day with great success. Kawasaki has got in on the act too, following up its Z900RS and Z900RS Café with a new W800 Café and W800 Street.

As you can see in the image, on January 14 Kawasaki applied for a new trademark for the Meguro name with the European Union Intellectual Property Office, for use with ‘two-wheeled motor vehicles; motorcycles; bicycles; structural parts for motorcycles’.

Since then, it’s also submitted additional trademark applications for the Meguro name in New Zealand, Australia, the U.S. and the Philippines.

GET MCM DELIVERED TO YOUR DOOR FOR JUST

Call 01507 529529 or go to www.classicmagazines.co.uk/mcm20

Why ‘Meguro?’

Here are some screen grabs of Kawasaki’s Meguro trademark application on the European Union Intellectual Property Office’s website.

The Meguro name holds a lot of value in Japan.

In the 1930s, the Meguro Manufacturing Company got its first proper start by investing in HarleyDavidson after the Wall Street Crash. Acquiring control of some of H-D’s technology, Meguro began manufacturing gearboxes, before eventually beginning to produce its own motorcycles.

In the 1950s, Meguro started building clones of the BSA A7 with a 651cc Parallel-Twin engine, and for a while, believe it or not, Meguro was actually Japan’s second largest motorcycle manufacturer, just behind Honda.

In 1960, Kawasaki acquired an interest in Meguro, and just a few years later assumed full control. Initially continuing to build BSA clones, and most notably the Meguro K1 and Kawasaki K2, by 1965 Kawasaki was building the W1, the precursor to the modern-day W800.

New auction record

A 1938 Triumph 5T Speed Twin formerly owned by Steve McQueen has been sold at Bonhams’ annual Las Vegas motorcycle auction for a world record auction fee of $175,500 (around £132,000).

0% finance on GSX-R1000R

Suzuki has added the GSX-R1000R to its 0% finance until the end of March 2019. The limited time deal is available on both PCP and hire purchase plans. See your local dealer for more information.

6 NEWS

ROSSI

GET MCM DELIVERED TO YOUR DOOR FOR JUST

Call 01507 529529 or go to www.classicmagazines.co.uk/mcm20

OPENS UP The racing legend speaks freely about his fears, favourite tracks and racing at 40.

Words: Ross Mowbray

Just weeks before the MotoGP season gets underway, nine-time the World Champion has been candid about where he is in preparation for the 2019 competition year, including which circuits he likes, who he's keeping an eye on and what it's like being Rossi going into his fourth decade.

Q: Valentino, you said before that when you see your new bike, it’s the kick-off...

A: That for me was really the start of the 2019 season. We took pictures with the new Yamaha M1, and soon we start again.

During the break I only did some off-road, and from last week I started training at the gym again.

Q: How many riders have made it to 40 with your level of competitiveness?

A: Years ago, the riders started racing later and many continued their careers almost up to 40 years old or more. I have never thought too much about my age, but I did not think I’d still be competitive at 40.

Racing and being competitive has always been my dream.

Q: Are there MotoGP racers that are a bit crazy and forget fear?

A: Yes, sure. Growing up, however, you should pull the oars into the boat and pay more attention. Let’s say it happens more often to see the ‘crazy’ in Moto2 or Moto3, because they want to prove that they are fast. The bravest are always the Japanese or Malaysians, that have started running in extreme conditions. The English, on the other hand, are better under water because it often rains.

Q: Did you have to think about signing the contract to race this year with Yamaha? Were there any doubts or were you sure that you wanted to continue?

A: I thought about it, but then I had no real doubts. I still feel competitive and so I made the choice to continue at least until next year.

Q: What is the difference between an experienced rider like you and a MotoGP rookie?

A: Experience is an important factor to evaluate, because it allows you to work well for the race and you know the tracks well.

For their part, young pilots are less afraid of falling and when they do, they do less harm. Furthermore, from a physical point of view, they recover first in the event of an accident. Young people have more courage.

There is fear in everyone, I often get scared, and that must be taken into account. To change is how we react to fear.

Q: Marc Marquez looks like one rider who takes risks...

A: Yes, he takes risks. He is very brave, to the point of not even being afraid.

He always searches for the limit, and sometimes he overcomes it and he falls.

He does not seem to hear the warnings, though. He gets back on the bike and goes back to doing what he was doing.

Q: Among the younger riders, who worries you for the 2019 season?

A: The strongest are definitely Franco Morbidelli and Francesco Bagnaia. I will find them fighting away in the race between themselves, so I have to be aware of them.

On the other hand, we have worked to get them to where they are and to make them competitive. Morbidelli will be looked after by crew chief Ramon Forcada, and he’s a technician who knows the Yamaha M1 very well. Speaking of the other classes, my brother, Luca Marini, is also growing a lot.

When he won his first race I cried. It would be nice to race with him in 2020.

Q: Although you are among the greatest of all time in GP racing, there's no denying Marquez’s potential to do as many great things. Do you look at what he does and how he does it? Do you take inspiration from what he is doing?

Do you try to understand the secrets to his success?

A: Sure. Everyone is interested about what the others riders do. We even go to see what they eat and how they train, so no one is excluded. Certainly, I take inspiration and learn from others, not just from the MotoGP guys, but also from the riders in the smaller classes.

Olympic Games Trial-E on the cards The International Motorcycling Federation (FIM) is working to get Trial-E added to the 2024 Summer Olympics in Paris. If it’s accepted, electric Trials would become the first motorsport to be officially recognised as part of the Olympic Games.

Jacques Bolle (FIM Vice President and French Motorcycling Federation President), Jean-Pierre Mougin (FIM Honorary Deputy President and V.P. of the French National Olympic Committee), and Thierry Michaud (three-time Trial World Champion and Director of the FIM Trial Commission) recently met with the Paris 2024 Olympics organising committee to make the case for Trial-E. Interestingly, the International Olympic Committee’s current policy for introducing new sports to the games is based on several criteria: youth focused; equally accessible for men and women; sustainable; spectacular; practiced on all continents; and requiring no new infrastructure. It’s a relatively new policy, which has seen baseball/ softball, karate, skateboarding, climbing and surfing introduced for the 2020 Olympic Games in Tokyo, Japan. Looking at the criteria, Trial-E should be in with a good shot for 2024.

According to Jorge Viegas, FIM President: “We are convinced that the Olympic Games in Paris in

2024 represents a unique and historic opportunity to allow Trial-E to become the first motor sport discipline to be part of the Games. This great première will be the foundation for a strong relationship, which will bring the FIM, the IOC and all the Olympic family closer together for many years to come.”

An official list of eligible proposed new Olympic sports will be submitted to the IOC shortly, but the final decision on which sports will be added won’t be made until after the Tokyo Olympics.

Q: How long do you take to get ready before a race?

A: At least 15 minutes. Getting ready for the race in the right order is a ritual for me. In normal weather on race day I wear shorts, which are similar to cycling shorts, then I have long technical leggings, plus a tight-fitting undersuit. When it is colder, however, I also wear a thermal shirt. The leathers are all perforated normally, but when the temperature is too low I race with a non-perforated set of leathers.

Q: Do you lose weight on race weekends?

A: Yes, about 2.5 kg per race. We are riding about two hours a day throughout the weekend, and during that time you eat little, but well.

Q: What are your favourite tracks?

A: Mugello, Assen, Barcelona and Phillip Island. These four are my favourites, I would say. Assen is one of the very few tracks where only motorcycles run, and was born as a city circuit. It is called the University of Motion because it is a complex track.

The latest issue of Classic Racer OUT NOW! It’s the BEST racing publication money can buy (so get one before they’re sold out)

Fancy a fantastic look at the greatest motorcycle action ever to happen? How about the best words from expert writers, stunning photographs from the world’s best race snappers and the best reports from all around the world?

Then make sure you crack open your £4.50 and get to your local shop pronto, because the latest issue of the brilliant Classic Racer is fresh off the presses.

With a never-seen-before interview with Barry Sheene about how he mastered the unruly RG500 race bike, to getting under the skin of one of the most unique race bikes to ever head out on track, you won’t find anything like this anywhere else.

There’s a look at Mike Hailwood’s motorcycles; the most incredible American racer you’ve never heard of; the Phillip Island Classic meeting; and loads more.

You’ve got be quick to get your hands on issue number 196 because they don’t hang around for long. Make sure you bag your copy at the shops or have it delivered to your door. For more details log on to www.classicmagazines.co.uk

NEWS 7

SPY SHOTS

Want your motorcycle news FIRST, FRESH and FREE? Then make your essential, one-stop website.

Get up to speed. Every single day.

H-D BOTK is AOK!

Next generation KTM RC390 out and about

Harley-Davidson’s annual Battle of the Kings dealer custom build-off competition has kicked off for 2019, with voting already open for the UK’s entries. For information on the Battle of the Kings contest, visit www.h-d. com/customkings, and to check out the UK Battle of the Kings entries and cast your vote, visit www.customkings. harley-davidson.com/en_GB

Our sneaky snapper spots next year’s bike being tested on Austria’s roads

First introduced at EICMA back in 2013, KTM’s RC390 has cemented itself as one of the go-to choices for A2 licence holders looking for a midcapacity sportbike.

Originally earmarked for sale in predominantly growing markets including Asia and South America, it sits in an extremely important segment within the motorcycle market. That’s reflected in the growing number of models on offer with similar technical specifications.

There’s the Kawasaki Ninja 400, the Honda CBR500R and a new Yamaha YZF R3.

As is the case with most of KTM’s smaller capacity machines, the RC390 will be developed and produced in conjunction with the Austrian brand’s Indian partner and stakeholder Bajaj, just like its new 390 Adventure, which we brought you recently the first photos of it undergoing testing.

The spy shots of the next generation RC390 in Austria give us a good idea of what to expect for 2020. First off there’s a modified handlebar, a bigger tank, more substantial brakes up front and, by the looks of it, a large full-

Learners Commuters Buying On Two Wheels

Riding

If Tesla made a bike...

Check out the amazing non-official Tesla-style designs for an electric motorcycle from industrial designer James Gawley. They’re a clever mix of practical and stunningly beautiful.

See the whole range on MoreBikes. co.uk and search for ‘Tesla’. colour TFT-instrument panel. That’s not all, as it appears that the rear subframe has been re-designed too, presumably in an attempt to help offer more comfort for pillion passengers, while its frame has only been modified slightly.

It’ll be powered by KTM’s well known and well loved 373cc-single-cylinderengine, which will be improved by the addition of a new cylinder head, a new exhaust manifold and a new big premuffler to ensure the bike meets Euro 5 emissions and noise level regulations.

That’s about as much as we know about KTM’s new machine. We can speculate about the fairing, which we’ve heard will have a notably RC8 feel too it, but in reality, we’ll just have to wait until the bike either appears in the flesh at one of the big bike shows later this year, or is caught out testing in a closer to finished form, to see how this bike ends up when it’s street ready.

Weird shield idea

Go to MoreBikes.co.uk and search ‘shield’ to check out this whacky proposal from a French inventor, which is claimed reduces injury in a head-on collision. The rider is wearing a shield across their chest, a frame around their shoulders, and sits on a type of extra seat which catapults them up. Yep.

8 PRODUCTS

✪ NEW PRODUCTS ✪ NEW PRODUCTS ✪ Each month MCM features a range of new gear to help you find the best-value products on the market.

New COLOURS for the Shoei Neotec II RRP £599.99 // www.shoeiassured.co.uk The Shoei Neotec II flip front helmet is one of the best lids we’ve had a chance to try in the last couple of years. Now there are a handful of new colour schemes for the top specification modular lid for 2019.

For the uninitiated, the Neotec II is jam-packed with innovative new technology from the previous generation Neotec, including improvements in safety, ventilation, isolation, visor mechanism, visibility and comfort.

More specifically, the new Neotec II is made from Shoei’s extremely strong AIM (Advanced Integrated Matrix) material, and features a shock absorption liner.

The inner shell of Double Density EPS is engineered to absorb different impact scenarios, helping the Neotec II to offer unrivalled protection.

Another major change is the Neotec’s completely renewed acoustics. The Shoei ‘Noise Isolators’, which sit in the cheek pads of the helmet, help to offer a big improvement, plus all air flow through the sun-visor mechanism has been eliminated, helping to offer a quiet riding experience (according to Shoei).

The air intakes have been redesigned, with renewed air inlets on the chin, forehead and backside. The front ventilation on the Neotec II is operated by a glove-friendly panel on the inside, while the top is operated with a smart slider.

Shoei’s new patented CNS-3 visor is another new addition to the Neotec.

The clever system ensures that the UVresistant anti-condense Pinlock visor – when closing – fully connects with

Scottoiler Scorpion Dual Injector RRP £24.99 // www.scottoiler.com Scottish brand Scottoiler has unveiled its new Scorpion Dual Injector dispenser, which it claims makes the perfect addition to any existing Scottoiler chain lubrication system. Essentially, the easyto-fit and discreet twin feed replaces the standard Scottoiler dispenser and provides enhanced oil delivery to both sides of your chain.

It works by feeding oil simultaneously to both faces of the sprocket through its unique twin feed pincer nozzles, and helps provide an even distribution of oil on to both sides of the chain. Scottoiler reckons the precise application should help to deliver cleaner transmission, less oil use and increased intervals between refills.

Using Scottoiler’s own Multiform Dispenser Mount, the dual injector can be fitted to nearly all swingarm types, and once fitted to your bike, you can move it forward and backward, meaning that when you adjust your chain, you can shift the Scorpion so it sits on the sprocket.

MCM TOP PICK

visor mechanism and is completely air-tight. Plus, the helmet features an integrated sun-visor that is easily operated with a slider on the left.

OTHER NEWS...

Shoei unveils smart helmet ahead of CES Las Vegas Shoei Helmets has joined forces with NS West, unveiling its new smart helmet ahead of this year’s Consumer Electronics Show in Las Vegas.

If you’ve not heard of NS West before, the Japanese company creates automotive and information equipment and hardware from its base in Hiroshima. Now, it’s joined forces with Shoei to create a new smart helmet.

The snappily named IT-HL helmet (that’s what it’s being called at the minute, at least) is an impressive proposition, and comes fitted with a unique Head Up Display (HUD) system, which can display speed, route information and more, without the need for riders to move their head and look at the dash. The helmet and Head Up Display system works by receiving GPS data from a mobile phone, via Bluetooth, and there’s also some communication technology on the left-hand side of the lid.

Of course, we’ve seen similar

smart products and prototypes in the past, but Shoei is the first major manufacturer to really get behind the new technology.

We reckon that means there’s probably a production version on the way in the not-toodistant future. We’ll be keeping a close eye on Shoei and NS West at CES, so hopefully we’ll have some more information about the new helmet development to report on once we have it to hand.

GoXtreme’s Rebel Action Camera RRP £49.99 // www.goxtreme-action-cams.com

If you’re in the market for a new action camera, but you’re working to a tight budget, German brand GoXtreme’s new Rebel camera could be the one for you.

Renowned for its excellent value for money, GoXtreme’s new Rebel action camera is an affordable option for those looking to capture their next adventure on film. Admittedly, it’s not nearly as well equipped as some of the latest offerings from premium brands, but you wouldn’t expect it to be, would you? Just look at how much it costs.

Capable of taking micro SD memory cards up to 32GB, the GoXtreme Rebel is equipped with a built-in two-inch (5cm) colour display, which allows users to frame, set up and then playback recordings; a 140º wide-angle lens’ and photo resolution options of up to 16MP. Most importantly, it’s capable of filming at a native 720p high definition or interpolated 1080p Full HD video (at 30 frames per second).

There’s also built-in wi-fi, which

allows users to view a live feed of the action being recorded on camera using a smartphone and the free GoXtreme companion ap.

You can even send videos and photos from the camera straight to a compatible device.

From an equipment perspective, the GoXtreme Rebel comes bundled with a 30M waterproof protective case, shield mount, bike mount, helmet mount, switch support, tripod adaptor and USB cable.

PRODUCTS 9

Rade/Garage’s RALLY KIT for KTM’s 450 EXC RRP £953.71 // www.radegarage.com Czech-based KTM and Husqvarna aftermarket accessories specialist Rade/Garage has created a brilliant kit for KTM’s 450 EXC, allowing customers to convert their bike into a ready-to-race Rally Raid machine.

Priced at just shy of 1,100 euros (which works out at less than £1000), the new Rally Kit is compatible with all 2017 EXC four-stroke engine machines from 2017 onwards.

For your money, you’ll get a large, transparent panel to help improve wind and weather protection (for both rider and instruments), two round LED lights to improve vision at night, a carbon GPS holder, lightweight mounts, a complete set of cables for connection to the on-board electrical system, and a pre-assembly for a Scott steering damper.

Weighing around three kilograms, Rade/Garage has been clever with its design, ensuring all components can be attached to existing mounting points.

The kit’s just proved itself on the world stage too, with Gabriela Novotna and Jan Vesely making use of it at this year’s Dakar Rally, so you can rest assured that it’s a capable bit of kit.

You can get your hands on a 2019 450 EXC for just shy of £7500, so with the kit, you can have a readyto-race Rally Raid machine for less than £8500, whereas KTM’s own Rally Raid machine will set you back

Dainese D-Air airbag system RRP from £1499.95 (integrated into a Dainese jacket) // www.dainese.com Dainese has led the charge with its innovative airbag technology since it was first introduced in the early 2000s to help keep bikers safe. At EICMA 2018 last November, the Italian clothing manufacturer launched the third generation of its D-Air family, complete with some all-new ladies specific kit.

Airbag technology for motorcyclists has been floating around for a while, but over the last few years it’s proved its value to the wider motorcycle community, saving the skins (or rather, bones) of high-profile, top-level racers on more than one occasion.

With the innovative technology continuing to improve – and both Alpinestars and Dainese fighting it out to cement themselves at the top of pile – we’re excited to see Dainese’s third generation D-Air airbag system.

Boasting significant improvements over the previous second generation system, the headline news for the new Dainese D-Air system is that it is now fully integrated into the garments, which not only makes it more comfortable and easier to set up, but also helps to make it an impressive 37% lighter than the previous generation. If you’ve ever picked up or worn an airbag-equipped leather suit or jacket, you’ll know why that’s so important, as the

a fairly hefty £28,000. Admittedly, that figure does include full racing support and a spares package for the Dakar Rally, so you’ve got to take that into account, but regardless, we reckon the Rade/Garage kit offers great value.

Rade/Garage is also working on a kit extension, adding a lightweight aluminium holder to accommodate navigation devices, roadbooks, tripmasters or GPS receivers.

Available in March, it’s currently incorporating experience gained from this years’ Dakar Rally before releasing it to the general public.

SHARK’s D-Skwal Helmet RRP from £169.99 // www.nevis.uk.com Ahead of officially unveiling its full 2019 collection, SHARK Helmets has given us a sneak peek at its latest colourway for its hugely successful D-Skwal lid – the KANHJI. SHARK’s D-Skwal family of full face motorbike helmets was first released in 2017, building on the successes of the Skwal – with the same design and silhouette, but minus the fancy LED lights. Essentially, it’s a stripped back, more budget-friendly choice, although it’s still very well equipped, with multipoint ventilation, Autoseal

pinlock-ready visor system (with a quick release), integrated sun visor, removable and washable interior, breath guard, chin curtain, andmicrometric fastening system. It’s also compatible with SHARK’s own Sharktooth communications system. SHARK will be releasing four versions of the all-new KANHJI design, although the fluoresent yellow and black version will be available slightly ahead of the other models.

GIVI TanklockED and Tank Bags RRP from £120 (with bag) // www.givi.co.uk GIVI has introduced a more secure version of its Tanklock tank bag locking system, which prevents a tank bag from being stolen, and enables one to be attached and detached in a second, simply by activating a lever. The new version, TanklockED, is equipped with a security lock system, which enables the key to be removed, even when the lock is in the open position. There is no need to use the key every time the bag is released from the fitting, as you simply use it to lock the bag to the fitting every time the motorcycle is left unattended.

Currently, the upgrade is available on three new models of tank bag: the ST605 (from the Sport-T range), and the UT809 and UT810 (from the Ultima-T range).

previous versions were heavy.

Dainese claims its new system offers better ergonomics and efficiency than its previous model, and has made the airbag replaceable, which means that after it’s been activated, the airbags can be replaced by an authorised Dainese dealer.

The D-Air technology is available in suits and jackets too, designed specifically for women, with a who range of options available for all manner of riding.

For men, there’s the Misano 2 D-Air leather racing suit; Avro D-Air textile suit; Racing 3 D-Air leather jacket; and the Carve Master 2 D-air Gore-Tex sporttouring jacket.

For women, there’s the Misano 2 Lady D-Air, which is the first professional leather suit for ladies equipped with an airbag; the Avro Lady D-Air textile jacket; and the Racing 3 Lady D-Air leather jacket.

Alpinestars Highlands Motorcycle Adventure Glove RRP £80 // www.alpinestars.com Alpinestars has released a new pair of adventure-oriented gloves, to help keep your hands protected both on and off the road. Its new Highlands gloves are constructed from premium goat leather and feature a 3D mesh outer layer, which helps to offer top levels of comfort and breathability, while providing excellent abrasion resistance. More protection is offered from hard knuckle protectors and strategically positioned aramid fibre reinforcements.

To help with grip and durability, the gloves come with microfibre and PU grip inserts on the palm and thumb, and there’s also ergonomic stretch inserts between the palm and thumb,

offering an improved range of hand movement and greater sensitivity.

The gloves also come with pre-curved finger construction, to help provide improved comfort and fitting, while a wrist flap and Velcro cuff help to keep the elements out and the gloves on. There are also touchscreen-compatible index fingertips and thumbs, which allow you to use smartphone and GPS systems.

10 NEW RIDER

What to do in an

ACCIDENT

Whilst careful and safe riding can definitely minimise the chances of an accident occurring, it’s always worthwhile to think about your priorities, should the worst happen. Here are our key tips to help prepare you if you do have the misfortune to be involved in an incident on two wheels.

What constitutes an accident?

You should always stop if you are involved in a road traffic accident, no matter whether you think it was your fault or not, as you may be required as a witness. As a guideline, the following are the parameters that define exactly what is normally considered to be a notifiable incident: If anyone other than you is injured If another vehicle, or someone else's property, is damaged If an animal in another vehicle, or running across the road, is injured If a bollard, street lamp, or other item of street furniture is damaged.

Swapping information

Make sure you swap insurance or witness details with anyone else involved in the incident. If these are not swapped at the time, the vehicle driver has the duty to pass over their details to the Police within 24 hours.

If any personal injury has been caused, the driver must produce a valid insurance certificate. If the driver does not have the certificate to hand at the time of the accident, it must be taken to a police station within seven days of the accident. If the accident has resulted in damage only, the driver must hand over their details to anyone wishing to claim from them.

If you are involved in an accident and the other party refuses to pass on their details, note down the

registration number of the vehicle and the Police will be able to trace the owner and their insurance company.

What else needs doing?

In all accidents you are involved in, you should inform your own insurance company, regardless of fault. You do not need to discuss whose fault the accident was at the time of the incident, as this is for the insurers to decide. If there are witnesses around, try and get evidence from them and ask them to write down their statement as soon as possible, as it can take time before any dispute is settled in court.

If you or anyone else is injured, call the Emergency Services and wait for them to arrive before you take your helmet off, or anyone is moved.

In the meantime, you need to make sure you or the rider in question is as warm and comfortable as possible. Stay calm, sit tight and try not to move in case an injury is aggravated.

First on scene

If you happen to be the first on the scene of an accident involving a biker, would you know what to do?

Would you know who’s most at risk? Would you know how to protect the area? Would you know whether or not you should remove the helmet of a rider who is injured or unconscious?

Those first few moments directly after an accident has occurred can be crucial in minimising injuries, and can make a real difference to

the health of those involved. That’s why we recommend that you take a proactive approach and get yourself some relevant training, to ensure you’re better equipped to help an injured rider in the future. Someone taking control of the scene, and implementing some basic first aid, can make the world of difference to the final outcome of the injured party.

Of course, it’s worth mentioning that you should not attempt any unfamiliar first aid technique without the appropriate training.

Biker Down

Biker Down is a course run by bikers for bikers, and has been designed to help remove uncertainty from an accident, and also to prepare motorcyclists, should the worst happen on the road.

The free, three-hour course makes use of the expertise of Emergency Services and Road Safety Officers, and is aimed at motorcyclists of all ages and experience.

The course offers riders the chance to learn practical skills to help avoid being involved in a crash, as well as essential first aid training and advice on what to do should they find themselves first on the scene, when someone is injured.

What you’ll cover

Crash Scene Management – advice from the Emergency Services personnel on how to protect a casualty and other road users that may have stopped to assist.

Casualty Care – a motorcycle-specific input, looking at basic lifesaving skills such as CPR, airway management and helmet removal (when & how).

The Science of Being Seen – a session

YOUR MONTHLY GUIDE TO LIFE ON TWO WHEELS Learners Commuters Buying On Two Wheels

looking at conspicuity issues and the classic SMIDSY situations.

Admittedly, there are a range of training courses available from a selection of providers throughout the country, and a quick search on the Internet will help you find one closest to you.

So what are you waiting for? Get yourself booked on a course, because you won’t regret it.

Riding

For more information on getting on two wheels, check out our new learner and commuter oriented sister publication – On2Wheels

Inside On2Wheels: NEWS, REVIEWS, PRODUCTS, BUYING GUIDES, LEGAL ADVICE, RIDING TIPS, TRAINING, WATT BIKE.

12 TRIED & TESTED

HEAD-TO-HEAD

Sidi Canyon Gore vs W2 Tour Boots

Words: Bob Pickett

All-purpose boots have the toughest design requirement. They have to keep your feet warm in winter but cool in summer – and they have to ensure your feet remain dry, both from external and internal (ugh) water. They’re often the boots that will be used for longer rides, so have to offer all-day comfort on and off the bike. And, of course, they have to protect, should the worst happen.

To see what you can get for your cash, we’ve been testing two pairs of boots from different ends of the price spectrum - Sidi’s Canyon Gore Boots priced at £219.99, and W2’s Tour Waterproof, which will set you back £59. Two pairs of boots, one pair

almost four times the price of the other. But do they both do the job?

The W2 Tour boots have very stiff soles and the weatherproof side panel is also stiff. I had to spend a lot of time breaking them in. The Sidi Canyons took a little breaking in, but I was ready to ride in them in a fraction of the time.

Getting the Sidi Canyons on is a faff.

The straps over the foot make it fiddly to get the side panels open, and doing up the straps isn’t a task to try in the dark (try slotting the strap through a thin slot and then adjust with small ratchets). The W2 Tours are a much easier proposition, with zips that undo a long way down, making them easy to slip on. Both boots’s side panels fasten with Velcro, but the W2 Tour have a nice little feature... a Velcro tab, which fastens the zip to the boot so they’re easy to locate.

Both pairs of boots are armoured at the points you need it: shins, heels, ankles and toes all feature armour/stiffer materials. The ankle armour on the W2s caused comfort issues that needed a lot of flexing to resolve. Both boots have additional reinforcement for gear changes. The suede material used on the Sidis gives better feel and seem to be holding up well, whilst the thicker panel (made from the same PU coated leather) on the W2s works well.

The Sidi Canyons are a snug fit. I would definitely recommend trying

before buying. Once on, however, they stay in place, secured by the boot strap. The W2 Tours offer a more generous cut and the extra rigidity in the sole means the heel moves when riding, but it isn’t uncomfortable and you soon get used to it.

On the bike, The W2 Tour’s stiffness caused a niggle when changing between gears. No such issue with the Sidi Canyons, although the thick sole means I have to raise my foot higher for downchanges (and the spongy tread makes feel less immediate) and to begin with I had no idea how much pressure I was applying to the rear brake. When riding, however, they’re both comfortable.

Both pairs of boots have proven to be 100% waterproof, as not once has a drop of rain got to my feet. They both also wick moisture.

The Canyons feature Gore-Tex, so you would expect this to be the case, although the W2 Tour’s Drytex membrane has proven equal to the task. The Canyons score slightly higher in cold weather, When the mercury drops off the thermometer my toes get a little nippy in the W2s, but I have found them to be always warm in the Canyons.

At some point you will have to get off the bike and walk, and here the Sidi Canyons are the clear winner. I could wear them all day (and I have).

They’re very comfortable to walk in, flexing with you, the centre strap keeping them perfectly in place. That

said, the soles feel spongy so you tend to lope. The stiffness of the W2 Tour’s soles doesn’t lend itself to walking for long periods. As I mentioned earlier, the heel slips and they don’t flex greatly, making your walking stance suitable for Russian Military parades!

The soles are the big difference between the two. The W2 Tours lack grip. If you wear these boots in dry weather only, you will have no issue.

On an admittedly wet day, however, my foot slipped a couple of times when stopping; a scary experience.

Thankfully, there is no such problem with the Sidi Canyons. Their grip in the wet is a revelation. One rainy ride home, I deliberately tried to slide my foot on the sodden floor. Not a chance. The Canyons held steadfastly to the ground.

So what do you get for that extra money? The Sidi Canyons use higher quality materials and they’re softer where you want them

to be, but still protect in all the places you need. The retaining strap over the foot makes a big difference. At a quarter of the price, though, the W2 Tours do all the things you want a pair of all-season boots to do... just so long as the floor is dry.

14 ICONIC MOTORCYCLE

There’s something so very right about a sporty two-stroke 250. And there’s something really rather splendid about the Yamaha TZR250 3XV from the heyday of 1990s two-strokes says Mark Forsyth.

The late Eighties was a bonanza for the quarter litre two-stroke, and its appeal was easy to understand.

These compact, light, race-inspired water-cooled strokers offered sophisticated technology, explosive performance and handling so sharp you had to make sure your tetanus booster was up-to-date. Machines both official and unofficial percolated down via the racetracks, on to our roads and back again during those heady, smoky days. Machines such as the Kawasaki KR-1 and KR-1S, the Suzuki RGV250 in VJ21 and 22 forms, Aprilia’s mid-1990s RS250 with borrowed Suzook lump, and, of course, then there was Yamaha.

The TZR 250R 3XV marked the zenith of the dominant TZR range.

It replaced the reverse cylinder 3MA (known, unkindly, as the reverse seizure) which, in turn, succeeded the original Deltabox framed, parallel twin 2MA. Unsurprisingly, these trends of engine configuration closely mirrored exactly what was going on in 250 Grand Prix racing with the firm’s pure racers, the TZ range.

The 3XV production run lasted from 1991 to 1998, although from 1995-98 the specifications remained unchanged. Eight variants came along in that time, with differing ignition, carb, clutch (wet or dry) and different cylinders and powervalves, dependant on which model of the following you had: 250R, RS, R-SP, SP and 250SPR.

Riding experience

Since Honda’s ground-breaking FireBlade rocked up in 1992, 170kg Superbikes have been pretty ubiquitous. Sure, their power outputs have risen by 60 or 70bhp, but that weight figure, a 190 profile back tyre and a 120 profile front, have been pretty constant specifications for most of what has filled showroom floors for the best part of two decades.

It’s an acquired taste, though. With so much rubber and so much power, the riding experience is skewed by having to ride these bikes like they want to be ridden, rather than how you want to ride. Fast in, stop, square it off and fire it out. Without the luxury of traction control it’s a riding style

Some cool things to know Eight variants of 3XV came with differing ignition, carb, clutch (wet or dry) cylinders and powervalves, dependant on which model you had: 250R, RS, R-SP, SP and 250SPR. Kunihiko Miwa designed the TZR, and later the R1 and R6. that invites a highside-induced trip to Accident and Emergency. However, it doesn’t have to be like that. Yamaha’s diminutive TZR250 is the proof.

You get your first inkling you’re in for a pleasant experience the moment you swing a leg over the low (780mm) seat and hoik it off the side-stand. It takes so little effort you’d swear blind someone had stolen the whole engine without you noticing. These things are the weight of a London Boris Bike and easily light enough to lift into the back of a van on your Jack Jones, without a ramp: I know. I’ve done it. The lack of cake is a real shock because, today, it’s such a rarity where even 50cc twist-and-go scooters tip the scales

at around 100kg. The 3XV weighs a piddling 126 kilos, the bulk of which is centred on an axis through the centre of the crankshaft.

Click the ignition key a quarter turn clockwise and the buzzing and whirring of the computer-controlled powervalve servos tells you all is well.

A bit of choke and a quick prod on the kickstarter ignites the rich mixture almost instantly. The crackle from the standard twin rear pipes is much louder than we’re used to in today’s Euro-stifled environment. The noise is aftermarket, not production line.

With a bit of temperature coursing through the water galleries, ease off Continued on page 16

  15

16 ICONIC MOTORCYCLE Continued from page 14 the 26mm Mikuni flat-slides mixture richeners and the tick-over settles to a smooth, but very smoky 1000rpm. It’s a process best conducted in the open air, not a closed garage. This little TZR is running on Rock Oil fully synthetic and the smell is intoxicating, cloying and addictive.

In the best pit-lane tradition, the warming process is life or death for a highly strung two-stroke and it takes a minute or three to get things up to temp’ and for it to clear its throats.

Your neighbours might not be as appreciative, but anyone with a sense of race heritage will revel in the ying, ying, yang crackle as the revs rise and fall at pure race bike pace. The lack of flywheel weight is noticeable.

Counter-balancers keep vibrations to a minimum. There’s a fair old clonk as first gear engages, but the clutch lever is lighter than a pair of barber’s scissors and the snappy, fastaction throttle is equally un-taxing to operate. The controls are almost learner-friendly.

Then things get a bit trickier.

The TZR is not a bike for a relaxing

potter. If bumbling around, doing a bit of sightseeing and relaxation is your two-wheeled thang, you’re possibly looking at the wrong bike. The one for you is called a Honda Deauville. In stock trim, the 3XV puts out around 45-48bhp, and while it’s admirably tractable and well mannered at low revs, thanks to those powervalves and computer-controlled ignition, the source of the main hilarity lies much nearer the red zone of the rev counter.

The first burst of through-the-gears, full throttle, full revs acceleration results in a smoke screen behind you of epic Dick Dastardly proportions. I spent a great deal of time before my test ride setting up the cable operated auto-oil pump to avoid any issues.

Despite this, the first throat-clearing blast of the day still proves dramatic enough to trigger oncoming cars to flash their lights, thinking my pants might be on fire, or something. It’s not a problem.

It’s just how it is. The exhaust smoke, I mean, not combustible trousers. That’s definitely a problem.

Clear-out blast completed and temp

Anyone with a sense of race heritage will revel in the ying, ying, yang crackle

The world’s best place for superbikes from the 1970s, 80s & 90s

www.classicmechanics.com